Brake valve device



Jan. 5, 1937. F. KASANTZEFF 2,066,404

r BRAKE VALVE DEVICE Filed April 23, 1930 2 Sheets-Sheet l 77 50 I v 2a 2 76 v 23 Jan. 5', 1937. KASANTZEFF 2,066,404

BRAKE VALVE DEVICE v Filed April 23, 1930 2 Sheets-Sheet 2 Fig. 2.

l ate'ntecl jan. 5 193? UNITED STATES ear-ET OFFIE 5 Claims.

This invention relates to a triple valve or distributorfor pneumatic brakes of the direct acting automatic type.

In such brakes two disadvantages often arise: first brake cylinders of different sizes need different time intervals for filling up to agcertain brake pressure, so that there is danger of the trainbeing parted into two or more sections or beingheavily compressed; secondly, in some of the brake cylinders the proper maximum pressures are often. exceeded, so that the brakes become jammed and later on releasing becomes difiicult. l

For avoiding these troubles, in the new triple valve a member governing the air supply and exhaust to and from the brake cylinder is balanced between the brake cylinder pressure on one side-and a special regulating pressure on the other side; said regulating pressure is produced in alarge chamber by an air supply and exhaust governed by a further member balanced betweenthe pressures of a spring in one direction, and of the train pipe and the regulating chamber in the other direction, said further member containing a yielding spring-like device acting on the latter air supply and exhaust valve so as to yield under the action of the maximum desired regulating pressure. In this device it is possible with the aid of largepassages on the brake cylinder--- and suitable choked air passages to theregulating pressure chamber to produce different regulating pressures in predetermined time intervals which are long compared with the time required for train pipe pressure changes so that the brake cylinder pressures reach predetermined degrees simultaneously and all brakes are simultaneously applied with the desiredpressures, for which the device on each separate vehicle is adjusted. Further details and advantages of the new triple ,valve will appear from the following description.

An embodiment of the invention is shown in the accompanying drawings which represent in Fig. l alongitudinal section of the new triple valve in the normal release position, and in Fig. 2 a longitudinal section of the valve in brake applying position.

Referring to the drawings, the triple valve consists of three main parts: an equalizing portion I, an application chamber 2 supplied with the pressure from device I, and an application-portion 3 governed by said application chamber pressure. r

.The' pressure device I contains five chambers 4,5,. 6,1, 8 separatedfrom each otherbyan in-,

.termediate ..wall .9, a diaphragm. 10,. a further intermediate wall H and second diaphragm I2. The first diaphragm I0 is provided with a hub [3 extending with a close fit through the intermediate Wall H and ported at M. A double seat valve [5 is arranged in an opening of the first 5 intermediate wall 9 adapted to alternately close and open both a passage I90, through said Wall and also said port I4 in hub H3. The second diaphragm I2 is provided with a casing 26 containing a spring I! and an abutment plate I8 10 pressed against a stop on said diaphragm by said spring and holding said spring under a certain. predetermined tension according to the desired maximum pressure in the regulating chamber 7 2, 5 and arranged opposite to the hub [3 so as to be engaged by the latter as soon as both diaphragms Ill and 12 approach each other.

-The chamber 4 is connectedto the auxiliary reservoir by a passage l9 offering apredetermined resistance to flowing air. is connected to the application chamber 2 by a passage 28, and the next chamber 6 is open to the atmosphere through a passage 2 l which also offers a predetermined resistance to flowing air. The chamber 1' is connected to the train pipe by 5 a passage 22, and the next chamber 8 to anadditional reservoir 54 by a passage 23.

I Between said passages 22 and 23 a throttled' connection 23a is provided through a valve 24 secured to a diaphragm 25, which on its left face is loaded by the brake cylinder pressure existing in a chamber 32 adjoining the diaphragm 25, while its other face is open to the atmosphere through a passage 26.

The said pressure device I therefore acts as 35 follows. As soon as the train pipe is charged up (for instance to 5 atmospheres) the valve' 24 opens merely under the action of the train pipe pressure and the pressure retained in chamber'8 from a. previous charge, acting on the right end of the valve stem 24, while the brake cylinder chamber 32 adjoining the diaphragm'25 then "is discharged, as described later.. Thus the train pipe fills the chamber 8 and its additional reser-- voir 54 with airunder its maximum pressure' charged, as described later, .and remains also inii55' The chamber 5 The diaphragm .I2 is thereby subits middle position under the action of its elasticity, and the double seat valve l5 closes the opening l9a in the wall 9, as it is loaded by. the auxiliary reservoir pressure prevailing in the chamber 4 and by itsspring, andthe valve 24 remains open.

As soon as any pressure reduction (for instance to 4.5 atmospheres) is produced in the train pipe and therefore in the chamber 1, the diaphragm I2 goes downwards under .the action of the higher pressure remaining in chamber 8, .due to the throttling efiect of the passage23w and the large volume of chamber 8 with its additional reservoir 54, andtakes with it, by the parts l6, l1, l8, and I3, the other diaphragm l0, so that the valve I5 closesthe passage l4 and opensthe passage in the wall 9 for admittingair under pressure into the chambers 5 and 2, as shown in Fig. 2.

Then the valve 24 closes the passage 23a, as

shown in Fig. 2, under the action of the brake cylinder pressure arising in chamber 32, as described later, and acting'on the diaphragm 25, so as to retain inchamber 8 and its additional reser-' 'voir 54a constant pressure approximately corre- 1 sponding to the maximum train pipe pressure.

After some time, depending upon the throttling effect of the restricted passage |9-the pressure arising in the chamber 2-5 balances the dia-.

phragms I and I2 so that they return in its middle position and the valve I again closes the passage Ifia. The passage l4 also remains. closed. If the pressure difference in the chambers I and Bshould exceed for instance 1.2 atmospheres according to the desired'maximum'pressure in the application chambers '2-5, the diaphragm .l2

goesdownwards and the spring I! becomescome pressed by the hub |3,due to its'predetermined tension being overcome by the application pressure in chamber 5, but the diaphragm Ill remains.

in its middle positionso that the chambers 5 and 2 remain closed and retain their regulating pressure, which at the maximum also amounts to 1.2

atmospheres. Otherwise: if the train pipe. pressure is raised up to a certain amount, the diaphragms l0 and '|2.go upwards underthe action of the pressures existingin chambers 5. and .1

against the pressure existing in chamber 8, so as toopen passage I4 and discharge chambers2 and 5, untilequilibrium'of the pressures in chambers 5, 1, and Bis reached. Then the diaphragms I0 and} I2 return to its middle position, so as to? close- |9a remains passage I 4-by the valve passage also closed. v

Thus, the application chamber 2 receives a :regulating pressure in-precise dependence upon the train pipe pressure, and in a -precisely determinedt'extended time compared with the time reso'asto rechargeithe chambers 2-5, wwhen 'their pressure. does'not correspond to the pressure of:

the train pipe; a

The brake cylinder application .valve 3 contains four chambers 3 |-,"32,' and 33, separated. from :the regulating-chamber 2 and fromfeach other by diaphragms .34, 35, .36. of different diameters and Man intermediate wall 31. Thechamber 30 is opento theatmosphere.throughaxpa 1.2 atmospheres.

sage 38. The next chamber 3| is connected by a passage 39 to a cook 40 having a groove 4| open to the atmosphere and a cross-bore 42 adapted to connect said passage 39 to another passage 43copening into the chamber 32 which is coning the chambers 3| and 32 to each-other, so that the diaphragm 36 becomes ineffective (for empty vehicles), so as to produce in chamber 32 for instance a' desired maximum brake cylinder pressure of 3.6 or 2 atmospheres respectively, if the regulating pressure in chamber 2 amounts to The chamber 33 is connected to the train pipe throughthe passage 22 and additional passages 45,46 and a check valve 41. Said chamber 33 is further connected to the auxiliary reservoir nected to the brake cylinder at 44. Said cock serves for either opening the chamber 3| to the j atmosphere, so that the diaphragm 35 .becomes ineffective (for loaded vehicles) or for connectthrough a valve "having azsmall'port .43 'inits poppet.- Thereby the auxiliary reservoir is slowly charged through said port 49 -from the-chamber 33 and from the train pipe, but quickly delivers air through the valve 48 for charging the brake cylinder. 7

The diaphragms 34, 35, are joined together by a hub 50 in which a passage 5| is-so arranged that it leads from the atmospheric chamber 30 to a double-seat valve 52-extendingthroughthe chamber 32 and through anopeningin-the-intermediate wall 31. Both valves Hand-are held on their seats by a common spring 53.

The, brakeapplicationportlond senses-renews. As long as atmospheric-pressure is present in the' application chamber 2 the diaphragnis 34, 33, 33

remain in their middle position under the action of its elasticity, as shownini-Fig. 1, and' the hub- 50-lies on the valve 52 without anypressurednsuch a manner, that in chamber=32,*adapted*to be easily connected to the atmospheregaexists atmospheric pressure. As soon -as-a pressure *re-" duction is produced in the train 'pipe and thereby an application pressureis-produced-in the reg--- ulating chamber 2, the diaphragm "34, 33 ,"38-go:- upwards and by their hub l0-take-al0ng-withthem the-double valve52, so that air *f'rom the chamber. 33'enters the chamber 32 and-the cylinder, until equilibrium'is restoredf j'ljhe brakecylinder pressurefth'us balanced' depends' upon the area proportions of the diaphragms 34 and 35 or 34 and 36in accordance withtheposition of the wer 'I'his action*ifollows veryfrapldly on all changes of; the application pressureipro-' duced by supplying 'airto or exhausting itifr'on'i i" the chamber 32, so'thatthe time""needed"for-ad.

justing any brake "cylinder pressurepfin applying as well'as in releasinguthebrakes,depends upon the time needed for'adjusting the'respe'ctive regulating pressures, as above described. There by it is possibletoapply or release all""thebrakes of a train precisely at the."same.timeand, to.

any desired degree and without any unduly, large braking forces being'brought into action.

If at any timein the chamber'qithefpressure l, to 3.8 atmospheres, and'then for {instance sudamounts to 5 atmospheres/and ,in'fth chamber denly 7 atmospheres areproducedin thecham ber Lthe diaphragms lll and; t ,gorupgh wards, the valve 124 {also opens Soles-to. charge chamber 23-8 to 7 atmospheres and the z-application pressure in'the chambersriaandshand in the brake cylinder chamber 32 sbegins to. {all to the pressure of the atmosphere soles to release the brakes. The diaphragm l2 then returns to its middle position.

If thereafter, in order to apply the brakes with the desiredmaximum force, a pressure of 3.8 atmospheres is again produced in the train pipe and chamber I, then notwithstanding the'pressure of sevenatmospheres now existing in chambrake cylinder pressure in the chamber 32 being balanced against the application pressure by means of the diaphragms 34 and 36 or respectively does not exceed the desired maximum pressure of, e. g. 3.6 or 2 atmospheres respectively.

1. In 'a direct acting automatic fluid pressure brake, the combination with a brake pipe and brake cylinder, of atriple valve including a chamber connected to the brake cylindena regulating air pressure chamber, movable means oppositely influenced by the pressures in said chambers and including a valve member adapted to control the admission and exhaust of compressed airto and from said first mentioned chamber, means controlling the pressure in said regulating air pressure chamber including oppositely arranged chambers separated from each other by a flexible diaphragm, non-throttling passages connecting each of said last named chambers with the brake pipe, valve means controlled by the air pressure in said first mentioned chamber to close the non-throttling passage to one of said last named chambers when the brake cylinder is being filled with compressed air, and a valve device operated by said flexible diaphragm to admit and exhaust compressed air to and from said regulating air pressure chamber when the pressure in the brake pipe is reduced and increased respectively, said valve controlling a throttling air supply passage of such stream resistance that in said regulating chamber a regulating air pressure is produced in precise dependence upon the brake pipe pressure and in a predetermined extended time compared with the time required for brake pressure changes applied through the said non-throttling passages.

2. In a direct acting automatic fluid pressure brake, the combination with a brake pipe and brake cylinder, of the triple valve including a chamber connected to the brake cylinder, a regulating air pressure chamber, movable means oppositely influenced by the pressures in said chambers and including a valve member adapted to control the admission and exhaust of compressed air to and from said first mentioned chamber, means controlling the pressure in said regulating air pressure chamber including oppositely arranged chambers separated from each other by a flexible diaphragm, passages connecting each of said last named chambers with the brake pipe, valve means controlled by the air pressure in said first mentioned chamber to close the passage to one of said last named chambers when the brake cylinder is being filled with compressed air, a reservoir connected with said passage adapted to be closed by said valve means for storing compressed air from said brake pipe for the purpose of maintaining a constant pressure upon one side of said diaphragm, and a valve device operated by said flexible diaphragm to admit and exhaust compressed air to and from said regulating air pressure chamber when the pressure in the brake pipe is reduced and increased respectively, said valve controlling a throttling air supply passage of such stream resistance that in said regulating chamber a regulating air-pressure is produced in precise dependence-upon the brake pipe pressure and in a predetermined extended time compared with the time requiredfor brake pressure changes applied through the said passages.

3. In adirect acting automatic fluid pressure brake, the combination with a brake pipe and brake cylinder, of a triple valve including a chamber connected to the brake cylinder, a regulating air pressure chamberQmovable means oppositely influenced by the pressure in said chambers and including a valve member adapted to control the admission and exhaust of com- .i

pressed air to and from said first mentioned chamber, said movable means forming a flexible partition between said chambers and comprising three axially spaced flexible diaphragms sup porting a centrally arranged valve seat member cooperating with said valve member, said valve seat member being provided with means to discharge compressed air-from the first mentioned chamber when the same is moved away from said valve member, means controlling the-pressure in said regulating air pressure chamber including oppositely arranged chambers separated from each other by a flexible diaphragm, passages connecting each of said last named chambers with the brake pipe, valve means controlled by the air pressure in said first mentioned chamber to close the passage to one of said last named chambers when the brake cylinder is being filled with compressed air, and a valve device operated by said flexible diaphragm to admit and exhaust compressed air to and from said regulating air pressure chamber when the pressure in the brake pipe is reduced and increased respectively, said valve controlling a throttling air supply passage of such stream resistance that in said regulating chamber a regulating air pressure is produced in precise dependence upon the brake pipe pressure and in a predetermined extended time compared with the time required for brake pressure changes applied through the said passages.

4. In a direct acting automatic fluid pressure brake, the combination with a brake pipe and brake cylinder, of a triple valve including a' chamber connected to the brake cylinder, a regulating air pressure chamber, movable means oppositely influenced by the pressures in said chambers and including a valve member adapted to control the admission and exhaust of compressed air to and from said first mentioned chamber, said movable means forming a flexible partition between said chambers and comprising three axially spaced flexible diaphragms supporting a centrally arranged valve seat member cooperating with said valve member, said valve seat member being provided with means to discharge compressed air from the first mentioned chamber when said valve seat member is moved away from said valve member, means connecting the space between two of said diaphragms selectively with the atmosphere and with said first mentioned chamber; means controlling the pressure in said regulating air pressure chamber including oppositely arranged chambers separated from each other by a flexible diaphragm, passages conh rake p ,va1v e n co r d b t e, air pressure in said first mentioned chamber to close the passage to one of said lastnamed chambers when the brake cylinder is being fllled with compressed air, and a valve device operated I by said flexible diaphragm to admit and exhaust compressed air to and from said regulating air pressure chamber when the pressure in the brake pipe is reduced and-increased respectively, said valve controlling a throttling air supply passage of such stream resistance that in said regulating chamber a regulating air pressure is procluced in precise dependence upon the brakeplpe pressure and in a predetermined extended time compared with the time required for brake pres sure changes'applied through the said passages.

5. In a directacting automatic fluid pressure brake, the combination with a brake pipe and brake cylinder, of a triple valve including achamber connected to the brake cylinder, a regulating air pressure chamber, movable meansoppositely influenced by the pressures in said chambers and including a valve member adapted to control the admission and exhaust of compressed air torand from said first mentioned chamber,

said movable means forming a flexible partition between said chambers and comprising three axially spaced flexible diaphragms supporting a centrally arranged valve seat member cooperating with said valve member, said valveseat memer e n n qv d d1 ithfi98$fl rfilll8 i open position of the valve member.- said; ment o am er h n p heqtwasm ar e between said th e diephwmawmwconnecting said lastnamed wwith the, at

moisp here, and means for connecting theothei' space betweensaid diaphragms selectively the atmosphere and said flrstmentionedvcli ani bet;- means controlling thepressure my said reget sau s re, Qh b r n lud es we ly. a ran e climb s. s a ed 11mm s other by a flexible diaphragm, I passages connecting of said last" with.v the! brake pipe, valve rneans'controlled'by the .l air pressure in vsaid first mentionedehamber to close the passage to one of d llastfnamed chambers] whenthe brake cylinder is being ffilled with coin' pressed air; and a valve device operated, by said flexible diaphragm to exhaust come pressed air to and from said'regulating air'prespipe is reduced and increased, respectively, said valve controlling a throttling airsupply passage of such stream resistance that in said regulatingj chamber a regulating'air pressure is produced inf precise dependence upon the brake pipe pressure and in a predetermined extended time compared with the time required for brake'pressure'changesi applied, through the said passages."

FLORENTIN KASANTZEF'F. 15 

